Ventilator.



T. H. GARLAND.

VENTILATOR.

APPLICATION FILED JUNE 29, 1914.

Patented Mar. 9, 1915.

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A Main WITNESSES THOMASH. GARLAND, OF CHICAGO, ILLINQIS.

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Specification of Letters Patent.

Patented Mar. 9, 1915.

Application filed June 29, 1914. Serial No. 347,821.

To all whom iii-may concern: I

Be it known that I, THOMAS ll. GARnANo, a citizen of the United States, and a resldent of Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Ventilators, of which the following is a specification.

, My invention relates to ventilators, particularly to that class to be used on traveling vehicles, and is particularly desirable in structures where air is directed to flow across the mouth of an eduction passageway connected with the interior of the vehicle to be ventilated, particularly where cowl passageways are used for directing the air. Where such passageways have considerable area there is a chance for-formation of eddy currentswhich results in non-uniformity of air flow and a reduction in efiiciency, This is particularly.- true where the ventilator structures are curved and the air'must flow from one level to another.

The main obiect of my invention is therefore to provide a construction which will effect uniformity of flow through the passageways and this I accomplish by inserting tiers of partitions in the varlous passageways tovertically subdivide such passageways. These partitions sub-divide the entering air into streams which will flow uniformly through the sub-passageways n consequence of which the flow of air through the structure as a whole becomes uniform and the greatest efficiency results.

The various features of the invention are clearly illustrated on the accompanying drawings in which- Figure 1 shows the end view of a ventilator adapted particularly for application to deck type roofs, a section of such roof being shown, Fig. 2 is a front elevational view of the ventilator, Fig. 3 is a plan view thereof, Fig. 4 shows one end of the ventilator illustrating a modified arrangement, Fig. 5 is an end view of a' ventilator adapted particularly for application to the arch type of roofs of railway cars, a section of roof being shown, Fig. 6 is a front elevational view, and Fig. 7 is a lan view.

Referring to Figs. 1, 2 and 3, the ventilator housing comprises a lower wall or base '10, a top wall or roof ll-and an inner wall 12. The outer edges of the base and top walls are shortened, and connecting between the end edges of these Walls are the end walls 13 and 13' which extend inwardly and then deflect gradually laterally and terminate 1n the vertical. plane of the end edges of the inner wall 12; Also disposed between the base and top walls 10 and 11 are the ntermediate walls 14 and 14 which extend inwardly and then gradually deflect laterally and terminate at the ends of the inner wall 12. The walls 13 and 14, and 13 and 14' form cowl passageways 15 and 15', and

the walls 14 and 14 together with the inner wall 12 form the ,eduction compartment or passageway 16, the base inner wall 12 having the opening 17 adapted for communieating with a suitable'window opening 17' in the deck of the car to which the ventilator is applied.

The ventilator thus far described operates substantially in the same manner as the ventilator disclosed in my Patent No. 874,320, issued December 17, 1907. I The ventilator is applied to the car roof with the entrance ends 6 and c of the cowl passageways in the direction of travel of the car in order that when the car travels in one directionthe wind will cut r the forward cowl in a direction longitudinal of the car and will be deflected gradually through the cowl to leave the cowl in a direction transverse of the car, the air being then deflected rearwardly across the mouth m of the eduction passageway 16 to create an eductive effect in said passageway which will result in withdrawal of air from the car through opening 17. The entrances e and e of the cowls are'preferably of larger area than the outlets o and 0 in order that the in-rushing air has its velocity increased to thus exert greater eduction effect at the mouth end. The outer faces of the walls 13 and 13 will act as secondary cowls, the air striking the forward wall as the train travels and being deflected gradually from longitudinal direction to transverse direction relative to the car, the air after leaving the outer end of the wall being deflected rearwardly to flow with the air from the main cowl passageway 15 across the eduction passageway mouth m.

I have found that where the cowls and eduction passageway areof considerable area there is a chance for eddy currents and counter currents, the air tending to crowd to one part of the cowl passageway or eduction passageway. This is particularly true the top and bottom walls are belowthe inner ends thereof. The inner edges of these paredges of these walls. The wind entering a tltions are preferably deflected upwardly to 5 cowl passageway tends when deflected lat-' form flanges 23 for preventing entrance of 'erally to flow horizontally and will ther cinders, rain, snow, etc. A set of louvers 24 fore crowd and concentrate toward the top may also be inserted in the ventilator in of the ventilator leaving a space below that front of the eduction inlet 21 to the ventilais inoperative. The same is true in the eductor, and a grating 25 may be applied to the 10 tion passageway. I have found, however, car ceiling over the opening 22. that by sub-dividing the passageways verti- The operation of the ventilator of Figs. 5 cally a much more uniform distribution of to 7 is the same as that of the ventilator I air through the ventilator results and the shown in Figs. 1 to 4, the in-coniing air beefiiciency is greatly increased. Such subing sub-dividedto flow uniformly through 15 dividing is accomplished by inserting a pluthe ventilator. rality of partitions 18, 18 inthe respective I thus provide a very efficient ventilator cowl passageways, and partitions 19 in the which utilizes to the fullest extent the air eduction passageway. As shown in Figs. 1 flowing therethrough and which therefore to 4, these eduction passageway partitions possessesgreat efliciency.

. 20 could extend inwardly to the rear wall 12. The structure is of simple and inexpensive With these partitions much more uniform design and can be quickly and readily apair distribution results through the passage plied to the vehicle to be ventilated. ways, the air entering the large inlet to the I do not confine myself to the exact strucadvancing cowl passageway being divided tures shown as changes and modifications 25 equally among the sub-passageways and maybe made which would still come within traveling uniformly therethrough, the lower the scope of the invention. section of the ventilator being thus utilized I claim the following: with substantially'the same efficiency as the 1. A ventilating structure comprising a upper part. The same is true in the eduction housing curved transversely downwardly 30 passageway, the air entering through the and having a transverse eduction passageinlet from the car being divided equally way, a cowl adjacent each end of said pasthrough the sub-passageways and flowing sageway for directing air across the outlet uniformly therethrough without congestion of said passageway, said cowls being vertiat any part thereof. The bottom and top cally sub-divided. a walls 10 and 11 and the partition walls 18, 2. A ventilating structure comprising a 18 and 19 could extend horizontally and at housing curved transversely downwardly right angles to the inner wall 12 but in order and having a transverse eduction passage- C'that rain, cinders, and the like will be shed way, a cow] adjacent each 'end'of said pasfrom the structure, these walls preferably sage for directing air across the outlet of 40 incline downwardly as shown. Instead of be said passageway, said eduction passageway ing raised from the roof as shown the ven-' and cowls being vertically sub-divided. v

"tilator could rest on the roof and follow 3. A ventilator structure comprisingalatthe curvature thereof. In order to fully utilize the cowl effect ways therethrough transverse to the direc- 5 of the end walls 13 and 13 and to get unition of travel 0 the wind, said passageways form air distribution, they could also be subdeflecting vertically and tending to shift the divided by the extended ends 11 and 10 of wind from one level to another in its passage the top and base walls and by the applicatherethrough, and partitions vertically sub-. tion of partition strips 20, as shown in Fig. dividing said passageways and extending. in 50 4. he air then striking the end wall will the same general direction as the walls there- "beuniformly distributed through the variof whereby the'wind is forced to travel unious sub-passageways to cooperate with the formly through said passageways through air currents from the adjacent cowl subout the extent thereof. passageways. Preferably the sub-dividing I 4. A ventilator structure comprising a lat- 55 walls of all the passageways are in horizonerally extending housing having an eduction tal alinement. passageway, a cowl at one end of the houshe ventilator shown in Figs. 5 to 7 is inghaving its entrance facing the wind and particularly adaptable for application to the having its outlet adjacent the eduction pasarch type of roof. The construction is sub sagewayoutlet whereby wind passingthrough 60 stantially the same as that in Figsxlv to 4 the cowl will be deflected across the eduction 7 except that the inlet opening 21 is provided passageway outlet, said housing deflectin in the-base wall 10 for cooperating'with the vertically and thereby tending to shift the opening 22 through the roof of the car. Inwind from one level to another and thereby stead of extending the partition walls18, causing concentration of the wind toward 65 18' and 19 entirely through the cowls and the wall ofthe housing tending to effect such In Witness whereof, I have hereunto subscribed my name this 26 day of J une, A. 13., 1914.

THOMAS H. GABLAN D.

Witnesses:

CHARLES J. ScHMmT, EDMUND G lNomisonn. 

